Elevated rapid-transit line.



No. 7|4,293. I Patented Nov. 25,1902.

I. H. FINCHUM.

ELEVATED RAPID TRANSIT LINE.

Application filed Feb. 24, 1902.)

3 Sheets-Sheet I.

' (No Model.)

INVENTOR.

WITNESSES.-

Patented Nov. 25, 1902.

H. FINCl-IUM. ELEVATED RAPID TRANSIT LINE;

WApplicatiou filed Feb/24, 1902.)

3 Sheati-Shaefi 2.

(No Model.)

INVENTOR.

WITNESSES:

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No. 7|4,293. 1 H. FINCHUM.

ELEVATED RAPID TRANSIT LINE.

(Application filed Feb. 24, 1902.)

Patented Nov. 25, I902.

(No man.

I 3Sheets-8heet 3.

J15 INVENTOR.

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NITED STATES i ATENT OFFIGE.

ISAIAH H. FINOHUM, OF INDIANAPOLIS, INDIANA, ASSIGNOR OF ONE I-IALF TO CHARLES E. FINCHUM, OF INDIANAPOLIS, INDIANA.

ELEVATED RAPID-TRANSIT LINE.

SPECIFICATION forming part of Letters Patent No. 714,293, dated November 25, 1902. Application filed February 24, 1902. Serial No. 95,378. (No model.)

To all whmn it may concern:

Be it known that I, ISAIAH H. FINOHUM, a citizen of the United States, residing at Indianapolis, in the county of Marion and State of Indiana, have invented certain new and useful Improvements in Elevated Rapid- Transit Lines, of which the following is a specification. 1

This invention relates to an improvement to in rapid despatch service, and has for its object a manner in which material can be expeditiously transported from one point to another.

The object consists, further, in the employ- I 5 ment of an elevated roadway in which the rolling-stock is propelled by the use of electricity, the combined features facilitating such transportation. 7

There are other features, and the arrangement and construction of theseveral parts will be hereinafter more particularly described, and then pointed out in the claims. Referring to the accompanying drawings, which are made a part hereof and on which similar numerals of reference indicate similar parts, Figure 1 is a fragmentary plan view of a section of my elevated railway, the section being at one of the intermediate stations along the line. Fig. 2 is a side elevation of Fig. 1. Fig. 3 is a central vertical section of the incline section as seen when looking in the direction indicated by the arrows on. the line 3 3 in Fig. 1. Fig. 4: is a cross-section of the track and elevated structure. Fig.5 is a fragmentary detail, inside elevation, of one of the truck-wheels on the carriage. Fig. 6 is a fragmentary detail, in end elevation, of one of thecarriage-trucks. Fig. 7 is aside elevation of one of the carriages. Fig. Sis a bottom plan view of Fig. 7, and Fig. 9 is a modified construction and shows the manner in which my invention is applied to a single track.

In the drawings, 1 represents the course of one of the tracks, and 2 the other track. 3 rep resents the posts,which form the main support forthe superstructure of my elevated railway. 4 represents the cross-supports on which the rails are mounted. It may be stated that the 5o roadway of my rapid-transit line is elevated the entire length of its route except at the variousintermediate stations, at which stations, however, the tracks are built on the ground,

as in the ordinary manner. The railway has incline approaches in each direction from the stations which lead to the elevated portion of the tracks. Employing my invention in the transportation of mail-matter or the like it may be deemed necessary to put through cars into service which do not stop at the inter- 6o mediate points, and the manner of stopping of certain cars at a desired point is accomplished in an automatic manner. The power employed in propelling the cars is by the use of electricity, and the manner in which the same is applied will be hereinafter described.

The rails 5, 6, 7, and 8 are insulated from the elevated structure by the plates 9 and are mounted in brackets which elevate the rails above the superstructure. The brack- 7o 'ets which support the rails are secured to with electricity. The rails in the main tracks are connected together to form a continuous current around the break by'the wires 11. The switch 10, as shown on track 1, Fig. 1, is set so that the incline'part of the track is charged. This connection is made when the cars pass the station without stopping. When, however, a car stops at the station, the levers of the switch 10 areturned back and assume 0 the position as shown in dotted lines in Fig.

1, track 1. In this instance the track is dead and the descending car being cut ofi. I also cut the current off the motor of the car by actuating the lever 15 on the said car. The 5 lever 15 comes into contact with a suspended weight 12 on the arm13, which arm extends outward from the posts 14, mounted between the tracks. As shown in Fig. 2, at the apex of the inclinations I mount an upright post 14., which is situated between the tracks 1 and 2. In stopping a car the weight 12 stands in a perpendicular manner from the arm 13, the weight being in the line of travel of the lever on the car, and the contact of the two operates the lever 15, which controls the propelling mechanism of the car. When a through car passes, the weight 12 is drawn to one side out of the path of the lever 15, and hence the said lever is not operated. The suspended weight 12 has a cord 16 attached thereto which runs to the lever 17 at the station and which lever operates the weight 12.

Underneath one of the inclinations of track 1 and 2 I mount a chute or trough 18, which is inclosed and which runs parallel with the tracks. The chute 18 forms a guide for the weight 19. A cord 20 is secured to the sliding weight 19, the said cord extending midway up the inclination, where it connects with a catching device 21, mounted on a base 22, which is positioned between the rails and central to the track. The U-shaped portion 21 of the catching device when standing in a vertical position engages with a hook on the cars, the said connection being made on cars that stop at the station. During the passage of through cars the catch 21 is turned down and out of the way of the passing car. A cord 23 connects with the catch 21 and extends to a lever 24 at the station and from which point the catch 21 is operated. The weight 12 and the catch 21 work in unisonthat is, they are simultaneously used or else .not at all. When the catch 21 engages with the hook on the car and after the car has stopped, the parts must be disconnected, and the manner in which I accomplish this will be hereinafter described.

As before stated,the weight 12 and the catch 21 are operated by the levers 17 and 24. The adjacent levers 26 and 27 operate the weight and catch on the second track, and as this construction is similar in both tracks the description of one will suffice for the other.

It will be noted that a car which stops at a station is regulated by three separate methods, all of which work together and in so doing regulate and control said car-namely, in operating the controlling-lever 15 on the car, by cutting off the current from the incline track, and by providing the catch 21.

The tracks and cars employed in myinvention are particularly designed for high speed, and a description thereof will now be given.

The rails used in constructing my track are made of wire of sufficient stability and which are abundantly provided with supports 28, which elevate the rails above the superstructure. This construction leaves the lower surface of the rails free from obstruction for the friction rollers which are mounted on the cars and which rollers prevent the cars from being derailed under high speed.

As shown in Fig. 7, the cars are pointed at the ends, which tends to reduce the air resistance. I do not wish to limit myself to this exact construction.

The cars are mounted on suitable wheels 29, having a grooved periphery which fits over the rails. The axles of the cars find a bearing in the brackets 30, which are secured to the cars. The brackets 30 have a downward extension 31, which is hinged to a second part 32. The lower portions 32 carry the frictionrollers 33, which run underneath the rails. Thehinged construction of the extended ends of the brackets 30 allow the rollers 33 to be swung out from under the rails (see dotted position in Fig. 6) when the cars are lifted on or off the tracks. In operation the extended ends of the brackets must be rigid and which I procure by mounting a sliding'plate 34 in a way 35, which is secured to the extensions 31 on the brackets 30. By forcing the sliding plate 34 over the hinged joint of the bracket the same is held rigid.

On the under structure of the cars I secure a hook 25, which hook engages with the sliding catch 21 on the inclined portion of the tracks. When the cars stop, the hook 25 and the catch 21 are locked, and to disconnect the parts I mount a shaft 37 on the car, which shaft carries the U-shaped hook 36. The hook 36 revolves with the shaft. The book 37 extends across the hook 25 and moves forward toward the end of the hook 25 when the lever 38 is operated. The shaft 37 extends in a transverse manner to the side of the car, where it connects with the lever 38. The lever 38 extends upward and stands alongside the car behind a suitable rack 39. The dotted lines in Fig. 7 show the position occupied by the parts after the lever 38 is operated, the lever in this instance being moved to release the sliding catch 21 from the hook 25 on the car.

In Fig. 9 I have shown my invention as applied to a single track. In this instance the rails and inclined portions of the track are broken in the same manner as in the doubletrack system. Between theinclined portions of the track, however, I interpose a section of a track 40, and which track is connected to the main track by the wires 41. Hence this section 40 is constantly charged the same as the main portion of the track, and through the switches 42 and 43 I can connect either of the inclined sections. Assuming then that a car is traveling in the direction indicated by the arrow on Fig. 9, the switch 42 is closed while the switch 43 is open. This leaves the incline track toward the coming car dead. When the car is traveling in the opposite direction, the switches 42 and 43 are set, vice versa.

The catches 21 are in the center of the single track, as Well as both of the chutes 18. The weights 12 are mounted similar to the weights in the double-track system, except that the upright posts 14 are mounted one on either side of the single track, whereas in the double track they are mounted between them.

means for connecting and charging the inclined sections, wires connecting the main tracks together, the said wires passing around the broken inclined sections, upright posts having extended arms which project over the tracks and form a support for the weights, weights pivotally secured to the arms on the posts, the said weights being suspended in thepath and coming into contact with the controlling-lever on the cars, a cord secured to the weights and extending to the levers at the station, whereby a means is provided for operating the said weights, substantially as shown and described.

2; In an elevated railway, in combination with the main tracks, inclined sections being broken from the said main line, a chute constructed "underneath one of the inclinations of each track, the said chute forming a guide for a sliding weight, a cord secured to the said weight and extending up the chute and engaging with an upright catch mounted central to the track, a second cord secured to the i catch which extends to the lever at the station and by which means the catch is raised or lowered, a hook mounted on the cars which engages with the catch, whereby the cars are stopped, substantially as described and for the purposes set forth.

3. In combination with a car for elevatedrailway service, brackets secured to the cars which form a bearing for the truck-wheels, the said brackets being formed in two parts which are hinged together, the lower section of said bracket carrying the friction-rollers, a sliding plate mounted in a way on the brackets, the said plate adapted to slide over the hinged connection of the extended ends of the brackets,whereby the said extensions are kept in alinement during operation, substantially as described and for the purposes set forth.

4. In combination with a car for elevatedrailway service, a hook secured to the under structure of the car, the said hook engaging with a sliding catch mounted between the rails of the track, a shaft mounted transversely in the car, the said shaft carrying a rigidly-secured hook, which extends across the hook 25, a lever connecting with the outer end of the shaft, the said lever extending up and alongside the car, a rack secured to the side of the car which rack forms a guide and secured to the lever when operated, the said lever designed to actuate the shaft 37 and the hook 36, the said hook 36 having a rocking movement across the face of the hook and which movement disconnects the catch 21 from the hook 25 on the car, substantially as shown and for the purposes set forth.

In witness whereof I have hereunto set my hand and seal at Indianapolis, Indiana, this 21st day of February, A. D. 1902.

ISAIAH H. FINCHUM;

Witnesses:

RICHARD O. SHIMER, THOMAS N. SHIMER. 

